Vehicle braking system brake bias adjuster having a visible brake bias ratio indicator and method and apparatus for retrofitting a vehicle with a vehicle braking system brake bias adjustment knob assembly having a visible brake bias ratio indicator

ABSTRACT

A vehicle braking system bias adjuster which includes a brake bias adjustment knob assembly which enables the driver of the vehicle to quickly and easily set, adjust, and visually and quickly determine the relative front to rear (or right front to left front) brake bias or brake bias setting of the vehicle before and while driving the vehicle. The brake bias adjustment knob assembly visually indicates the exact amount of brake bias, or if there is no bias at all. The ratio is expressed in numbers to enable the driver to reset the brake bias to a known value of ratio as needed for track conditions and vehicle weight changes. The value in numbers is reproducible. The present disclosure also provides a method and apparatus for retrofitting an existing vehicle with a brake bias adjustment knob assembly which enables the driver of the vehicle to quickly and easily set, adjust, and visually determine the relative brake bias or brake bias setting (i.e., the ratio of front to rear brake biasing or the ratio of side to side brake biasing) of the vehicle before and while driving the vehicle.

PRIORITY CLAIM

This application is continuation of, claims priority to, and the benefitof U.S. patent application Ser. No. 14/813,921, which was filed on Jul.30, 2015, which is a continuation-in-part application of, claimspriority to, and the benefit of U.S. patent application Ser. No.14/552,947, which was filed on Nov. 25, 2014, and issued as U.S. Pat.No. 9,266,509 on Feb. 23, 2016, the entire contents of which isincorporated herein by reference.

BACKGROUND

All race cars have an engine speed monitor called a tachometer orrevolution counter. However, the race car braking system, whichdissipates energy the engine produces in propelling the race car, hashad no brake force monitor (even though the braking system can dissipateengine power in a few seconds, and is thus in one sense more powerfulthan the engine). Many race cars have adjustment capability for thedriver to change the ratio of front to rear brake pressure andtherefore, relative braking force. Certain race cars also (oralternatively) have adjustment requirements or capability for the driverto change the ratio of right wheel to left wheel front brake pressureand therefore, relative braking force. There is a need for a monitor forbrake force adjustments in race cars, and to provide the driver with theknowledge of how the brake forces are distributed, which enhances racecar performance and provides enhanced safety.

More specifically, race cars typically include a vehicle braking systemwith a brake bias adjuster which enhances and facilitates optimizationof race car performance. The brake bias adjuster enables the driver toadjust and set a bias between the front brakes and the rear brakes ofthe braking system of the race car (and/or between the right and leftfront brakes of the braking system of the race car). Front brake biasenhances straight line braking (i.e., braking that occurs when the racecar is moving in a straight line). This is because under heavy brakingduring straight line movement, weight distribution moves or transferstoward the front of the race car which enables the race car to slow downfaster. Front brake bias also increases the chance of locking the frontwheels of the race car during non-straight line movement or turning. Onthe other hand, rear brake bias provides a lighter braking force whichassists in controlling the race car during non-straight line movement orturning that require braking. If too much rear brake force is exerted,relative to the front brakes, the rear tires will “lock up” and the racecar can rotate or “spin out,” possibly creating an unsafe or dangerouscondition.

One problem with known commercially available brake bias adjusters isthat the driver cannot quickly and easily determine the relative frontto back brake bias or brake bias setting (or right to left front brakebias or brake bias setting) while driving the race car. Morespecifically, known commercially available brake bias adjustersgenerally include: (a) a biasing mechanism coupled to the pedal assemblyof the race car; (b) a brake bias adjustment knob; and (c) a connectioncable such as a flexible shaft attached at one end to the brake biasadjustment knob and at the other end to the biasing mechanism coupled tothe brake pedal assembly. In various commercially available brakingsystems, the biasing mechanism includes: (a) an internally threadedfulcrum device between the two master cylinders of the brake pedalassembly; (b) a pivoting bearing in the middle of the fulcrum that isconfigured to move or slide back and forth relative to the threadedfulcrum; and (c) a threaded shaft mounted in the pivoting bearing whichcauses the pivoting bearing to move or slide relative to the threadedfulcrum. When the brake bias adjustment knob is rotated, the connectioncable rotates, and the threaded fulcrum shaft rotates, which causesleverage or bias or ratio of force distribution between the front andrear brakes to be changed. However, these known commercially availablebrake bias adjustment knobs do not visually indicate the position of thesliding bearing which is moved by the threaded shaft (in specificrelative position or in specific number of turns) from one end of thepivoting bearing housing to the other end of the pivoting bearinghousing. In other words, no visible specific indication exists to enablethe driver to learn the bearing pivot position. When a driver looks at aknown brake bias adjustment knob, the driver cannot determine: (a) theamount of brake bias toward the front or rear brakes; (b) if there is nobias set at all; or (c) if the bias is incorrectly set. This means thatthe driver must: (a) remember at all times how the brake bias adjusteris set (including the original setting and all adjustments made by thedriver before and during the race); and/or (b) before each competitionor event, turn the knob and the threaded shaft all the way in onedirection to move the bearing pivot to the extreme front or rear brakeposition and then count the turns or rotations away from that positionand remember the new position.

It is also virtually impossible for the driver to actually learn or knowwhere the brake bias is set once a race car is in motion. The reason forthis is that the only reference point is counting turns of an unmarkedknob that adjusts the threaded fulcrum either from the fully front brakeposition or the full rear brake position. Once the race car is inmotion, and the brakes are applied, the knob and cable are unable toturn because of the force exerted by the driver when pressing on thebrake pedal locks the sliding bearing and prevents it from movinglaterally. A race car driver has to use the brakes in a competition manytimes a lap. This lack of knowledge as to where the brake bias is setprevents the driver from turning the knob and applying the brakessimultaneously. The driver can either rotate the knob and therefore theadjustment at the brake bias bar in the brake pedal housing or apply thebrakes of the car, but can't to both simultaneously. Commonly, driverscount the turns from either the front of the rear end of the travel ofthe pivot bearing. This cannot be done, once again, if the brakes areapplied.

To solve these problems, there is a need for braking system with a brakebias adjuster which enables the driver to quickly learn or know,preferably visually, where the brake proportion is set for the car andfirstly, verify the position of the brake bias and if needed, easilyset, adjust, and determine the relative brake bias or brake bias settingof the vehicle (such as race car before and during a race). There isalso a need for a method and apparatus for quickly and easilyretrofitting existing vehicles (such as race cars) with a vehiclebraking system brake bias adjuster which enables the driver to quicklyand easily set, adjust, and determine the relative brake bias or brakebias setting of the vehicle (such as the race car before and during arace, and after a race for reference, or for the next time on thatparticular racetrack).

It should also be appreciated that many forms of racing include racingon a dry track and also at times racing on a drying track such as indirt or off road racing or in road racing, in drizzle or rain. Thisrequires more braking force to be added, relatively, to the rear brakes,and thus presents an additional need for the present disclosure.

It should further be appreciated that when fuel is added to a race carduring an event, the brake force normally is changed to add more brakeforce to the end of the car with the fuel tank. When complicated withchanging drivers, there is even more of a need for a reference for thebrake force as provided by the present disclosure.

It should further be appreciated that different race cars, differentrace tracks, different race types, different race conditions, anddifferent levels of driver experience further complicate these problems,and that there is a need for references for the brake force which takeinto account different race cars, different race tracks, different racetypes, different race conditions, and different levels of driverexperience.

Accordingly, there is a need to solve these problems, to assist thedriver in all of these situations, and to enable the driver to know howthe brake ratio is set at all times.

SUMMARY

Various embodiments of the present disclosure are directed a brake biasadjuster of a vehicle braking system which includes a brake biasadjustment knob assembly having a visible brake bias ratio indicatorwhich enables the driver to quickly and easily verify the brake biasrelative setting while the vehicle is in motion, and to set, adjust, anddetermine the relative brake bias or brake bias setting (i.e., the ratioof front to rear brake biasing) of the vehicle (such as a race car)before and while driving the vehicle (such as before and especially on apace lap prior to the race starting or during a race). The brake biasadjustment knob assembly of the present disclosure can be employed forfront to rear brake bias adjusters as well as for right to left brakebias adjusters. It should be appreciated that the present disclosureprimarily discusses example front to rear brake bias adjusters, but suchdisclosure is not meant to limit the present invention.

More specifically, various embodiments of the present disclosureprovides a vehicle brake bias adjuster with a brake bias adjustment knobassembly having a visible brake bias ratio indicator which indicates theexact amount of brake bias toward the front brakes or the rear brakes,or if the bias is set to a position the driver is familiar with.

In one example embodiment, the brake bias adjuster having the visiblebrake bias ratio indicator of the present disclosure includes: (a) abiasing mechanism attachable to a bias bar element or mechanism of apedal assembly of a vehicle; (b) a brake bias adjustment knob assemblyattachable to a dashboard or in a convenient, visible location inf thevehicle; and (c) a connection cable or flexible shaft attachable at oneend to the brake bias adjustment knob and at the other end to thebiasing mechanism. The brake bias adjustment knob assembly of thisexample embodiment includes: (a) a knob; (b) a plurality of springs; (c)a plurality of ball bearings or round balls; (d) a cover plate; (e) aring gear; (f) a index gear; (e) a base plate; (f) a mounting plate; and(g) a plurality of dashboard fasteners such as a plurality of bolts anda plurality of nuts. The mounting plate defines: (i) a central cablehole; (ii) a plurality of indents around the central cable hole; and(iii) a plurality of dashboard attachment holes. The base plateincludes: (i) a generally flat cylindrical base plate body which definesa central opening; (ii) an index gear axle extending upwardly from thebase plate body; and (iii) a plurality of bolts or studs or welded studsextending downwardly from the base plate body. The index gear includes aindex gear body and a plurality of gear teeth outwardly extending fromthe index gear body and is mounted on the index gear axle. The ring gearincludes a cylindrical ring gear body having a downwardly extendingcylindrical side wall and an angled upwardly and inwardly extendingcylindrical top wall. The cylindrical side wall includes a plurality ofgear teeth which are configured to sequentially mate with the teeth ofthe index gear. The cylindrical top wall displays a plurality ofdifferent brake bias indication symbols on the front face (and/or theout perimeter). The knob has an exterior structure which includes a bodyhaving an upper portion and a lower portion connected to the upperportion, two teeth extending outwardly from the lower portion. The teethare configured to selectively engage a plurality of the teeth of theindex gear such that a full rotation of the knob causes a precisepartial rotation of the index gear which causes a partial rotation ofthe ring gear. The knob has an interior structure which defines acentral hole configured to receive an end of a connection cable of brakebias adjuster, and which defines two holes each configured to receiveand hold a spring and a ball bearing. These two holes can be threaded toenable access to the spring/ball assembly and for maintenance or addingor removing spring pressure. The cover plate includes a cylindricalcover plate body having a downwardly extending cylindrical side wall andan angled upwardly and inwardly extending cylindrical top wall. Thecylindrical side wall is attached to the base plate to maintain theknob, the ring gear, and the index gear attached to the base plate. Thetop wall of the cover plate defines a window which reveals one of thebrake bias indication symbols on the ring gear to indicate the relativefront to rear brake bias.

In another example embodiment, the brake bias adjuster of the presentdisclosure includes: (a) a knob; (b) one or more knob fasteners whichsecure the knob to the connection cable; (c) a cover plate or housing;(d) a ring gear; (e) a compound gear; (f) a compound gear mount or axle;(g) an idler gear; (h) an idler gear mount or axle; (i) a base plate;(j) a new or existing mounting plate; and (h) a plurality of dashboardfasteners. This assembly can also include one or more retention devicesfor the gears such as devices which act as axles or pivots. The knob inthis embodiment has a generally cross shape or X shape which includes aplurality of outwardly extending protrusions or arms configured toenable the driver to grip the knob and easily choose and make a quarterrotation, a half rotation, a three-quarters rotation, a full rotation,or more than a full rotation of the knob (without the need for thedriver to look at the knob). The cross configuration of the knobprovides a visual and tactile reference for the driver to adjust ineasily determinable quarter turns. The cross pattern is unlike any knownknob in a race car, which are generally round was cylindrical. In thisembodiment, the knob further includes an actuation gear extending from alower portion of the knob. The actuation gear is configured to engageand cause rotation of the compound gear which in turn causes rotation ofthe idler gear which in turn causes rotation of the ring gear whichcauses rotation of the cover plate or housing. The front or top wall ofthe cover plate or housing includes a plurality of the brake biasindication symbols which indicate the amount of front or rear brake biasto the driver, and if there is no front or rear brake bias. The outerdiameter of the cover plate can also or alternatively be marked withindications symbols that indicate the amount of brake bias. The outerdiameter may be more easily read by the driver, depending on theposition of the driver and placement of the brake bias adjustment knobassembly on the vehicle's dashboard. For night racing, a supplementallight can be installed or utilized exactly above the rotating outercover, with the light placed at the “reference point” or near therotating cover and therefore the knob for easy reference in dark or lowlight conditions.

Each of these two example embodiments enables the driver to easily andquickly verify the initial setting of the brake bias and then, ifneeded, set a different brake bias. Each brake bias indication symbolindicates a different exact amount of brake bias ratio (such as towardthe front brakes or toward the rear brakes), or if there is no bias atall. In various embodiments, the brake bias adjustment knob assemblyhaving the visible brake bias ratio indicator of the present disclosureindicates the specific position of the threaded fulcrum in or withrespect to the number or quantity of turns, which is generally 12 to 16full turns from one end of the threaded pivot remaining on the threadedfulcrum of the biasing mechanism of the brake bias adjuster.

The present disclosure also provides a method and apparatus forretrofitting an existing vehicle such as a race car with a cable drivenbrake bias adjustment knob assembly which enables the driver to quicklyand easily set, adjust, and determine the relative brake bias or brakebias setting (such as the ratio of front to rear brake biasing or rightto left biasing, or both, with two brake bias adjustment knob assembliesinstalled) of the vehicle such as the race car before and during a race.

The present disclosure also provides a vehicle braking system includinga brake bias adjuster which includes a brake bias adjustment knobassembly.

The present disclosure also provides a vehicle having a vehicle brakingsystem including a brake bias adjuster which includes a brake biasadjustment knob assembly.

Additional features and advantages are described in, and will beapparent from, the following Detailed Description and the Figures.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of the vehicle braking system brake biasadjuster of one example embodiment of the present disclosure, andillustrating a brake pedal assembly, having a biasing mechanism, a brakebias adjustment knob assembly, and a connection cable connected to thebrake bias adjustment knob assembly and the biasing mechanism.

FIG. 2 is a top perspective view of part of the brake bias adjustmentknob assembly of FIG. 1.

FIG. 3 is an exploded top perspective view of the brake bias adjustmentknob assembly of FIG. 1.

FIG. 4 is a top perspective view of the knob of the brake biasadjustment knob assembly of FIG. 1.

FIG. 5 is a bottom perspective view of the knob of the brake biasadjustment knob assembly of FIG. 1.

FIG. 6 is a top perspective view of the ring gear of the brake biasadjustment knob of FIG. 1.

FIG. 7 is a bottom view of the ring gear of the brake bias adjustmentknob assembly of FIG. 1.

FIG. 8 is a top perspective view of the knob assembled with the ringgear of the brake bias adjustment knob assembly of FIG. 1.

FIG. 9 is a bottom perspective view of the knob assembled with the, thering gear, and the index gear of the brake bias adjustment knob assemblyof FIG. 1.

FIG. 10 is a top perspective view of the index gear of an alternativeexample embodiment of the brake bias adjustment knob assembly of thepresent disclosure.

FIG. 11 is a top perspective view of the knob an alternative exampleembodiment of the brake bias adjustment knob assembly of the presentdisclosure.

FIG. 12A is a perspective view of the vehicle braking system brake biasadjuster of another example embodiment of the present disclosure, andillustrating a brake pedal assembly having a biasing mechanism, a brakebias adjustment knob assembly, a connection cable connected to the brakebias adjustment knob assembly and the biasing mechanism, and a first“Front V Rear” label attached to the dashboard (or mounting plate).

FIG. 12B is a perspective view of the vehicle braking system brake biasadjuster of another example embodiment of the present disclosure, andillustrating a brake pedal assembly having a biasing mechanism, a brakebias adjustment knob assembly, a connection cable connected to the brakebias adjustment knob assembly and the biasing mechanism, and a second“Rear V Front” label attached to the dashboard (or mounting plate).

FIG. 13 is a partial exploded perspective view of part of the examplebrake bias adjustment knob assembly of FIG. 12.

FIG. 14A is a further exploded perspective view of part of the examplebrake bias adjustment knob assembly of FIG. 12

FIG. 14B is cross-sectional view of the example brake bias adjustmentknob of FIG. 14A taken substantially along line 14B-14B of FIG. 14A.

FIG. 14C is cross-sectional view of the example brake bias adjustmentknob of FIG. 14A with the knob assembly attached to the end of theconnection cable.

FIG. 15 is a partially exploded bottom perspective view of the examplebrake bias adjustment knob assembly of FIG. 12, and part of a dashboard(shown in fragmentary) and the end of the connection cable.

FIG. 16 is a side view of the example brake bias adjustment knob of FIG.12 mounted on a dashboard (which is shown in fragmentary).

FIG. 17 is a side partially exploded view of the example brake biasadjustment knob assembly of FIG. 12, and a dashboard (which is shown infragmentary) and the end of the connection cable.

FIG. 18 is a bottom view the example brake bias adjustment knob assemblyof FIG. 12.

FIG. 19A is a top perspective view of part of a brake bias adjustmentknob assembly of another example embodiment of the present disclosure.

FIG. 19B is a front view part of the brake bias adjustment knob assemblyof the example embodiment of the FIG. 19A.

FIG. 19C is a rear view the gearing arrangement for the brake biasadjustment knob assembly of the example embodiment of FIG. 19A.

FIG. 20A is a top perspective view of part of a brake bias adjustmentknob assembly of another example embodiment of the present disclosure.

FIG. 20B is a front view part of the brake bias adjustment knob assemblyof the example embodiment of the FIG. 20A.

FIG. 20C is a rear view the gearing arrangement for the brake biasadjustment knob assembly of the example embodiment of FIG. 20A.

FIG. 21A is a top perspective view of part of a brake bias adjustmentknob assembly of another example embodiment of the present disclosure.

FIG. 21B is a front view part of the brake bias adjustment knob assemblyof the example embodiment of the FIG. 21A.

FIG. 21C is a rear view the gearing arrangement for the brake biasadjustment knob assembly of the example embodiment of FIG. 21A.

FIG. 22 is a perspective view of an alternative embodiment of knob ofthe brake bias adjustment knob assembly of the present disclosure.

FIG. 23 is an exploded perspective view of the knob of FIG. 22.

FIG. 24 is a rear view the gearing arrangement for the brake biasadjustment knob assembly of another example embodiment of the presentdisclosure.

FIG. 25 is a top exploded perspective view of part of a brake biasadjustment knob assembly of another example embodiment of the presentdisclosure.

FIG. 26 is a top perspective view of an alternative the brake biasadjuster knob of one embodiment of the present disclosure.

FIG. 27 is a bottom perspective view of the brake bias adjuster knob ofFIG. 26.

FIG. 28 is a front view of the brake bias adjuster knob of FIG. 26, therear view being a mirror image thereof.

FIG. 29 is a left side view of the brake bias adjuster knob of FIG. 26,the right side view being a mirror image thereof.

FIG. 30 is a top view of the brake bias adjuster knob of FIG. 26.

FIG. 31 is a bottom view of the brake bias adjuster knob of FIG. 26.

FIG. 32 is a cross-sectional view of the brake bias adjuster knob ofFIG. 26 taken substantially through line 32-32 of FIG. 28.

FIG. 33 is a top perspective view of an alternative the brake biasadjuster knob of one embodiment of the present disclosure.

FIG. 34 is a bottom perspective view of the brake bias adjuster knob ofFIG. 33.

FIG. 35 is a front view of the brake bias adjuster knob of FIG. 33, therear view being a mirror image thereof.

FIG. 36 is a left side view of the brake bias adjuster knob of FIG. 33,the right side view being a mirror image thereof.

FIG. 37 is a top view of the brake bias adjuster knob of FIG. 33.

FIG. 38 is a bottom view of the brake bias adjuster knob of FIG. 33.

FIG. 39 is a cross-sectional view of the brake bias adjuster knob ofFIG. 33 taken substantially through line 39-39 of FIG. 35.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

Referring now to the drawings, one specific example embodiment of thevehicle braking system brake bias adjuster of the present disclosure isillustrated in FIG. 1, and generally indicated by numeral 40. The brakebias adjuster of the present disclosure enables the driver to quicklyand easily set, adjust, and accurately determine a bias or ratio ofleverage or relative pressure between the front or first brakes and therear or second brakes of the braking system of a vehicle (such as a racecar). Although not described in detail herein, the brake bias adjusterof the present disclosure can also be configured to enable the driver toquickly and easily set, adjust, and accurately determine a bias or ratioof leverage or relative pressure between the right (first) front brakesand left (second) front brakes of the braking system of a vehicle (suchas a race car).

The example brake bias adjuster 40 of this illustrated exampleembodiment generally includes: (a) a biasing mechanism 60 attached to apedal assembly 20 of a vehicle (not shown); (b) a brake bias adjustmentknob assembly 80 attachable to a dashboard (not shown) of the vehicle(not shown); and (c) a connection cable or flexible shaft 90 attached atone end to the brake bias adjustment knob assembly 80 and at the otherend to the biasing mechanism 60. The biasing mechanism 60 in thisillustrated embodiment includes: (a) a threaded fulcrum device betweenthe two master cylinders of the brake pedal assembly; (b) a pivotingbearing in the middle of the fulcrum that is configured to move or slideback and forth relative to the fulcrum, which is attached to the brakepedal assembly, either mounted above the drivers feet or mounted belowthe driver's feet; and (c) a bolt-like device or threaded shaft whichturns the threaded pivot on the internally threaded fulcrum clevismounts that individually actuate both the front and rear brakes. Asfurther described below, the brake bias adjustment knob assembly 80includes a knob 100. When knob 100 of the brake bias adjustment knobassembly 80 rotates, the connection cable 90 rotates, and the threadedshaft rotates, which causes leverage or bias between the front and rearbrakes to change. The brake bias adjustment knob assembly 80 indicatesthe relative amount of brake bias toward the front brakes, the rearbrakes, or if there is no bias at all. More specifically, the brake biasadjustment knob assembly 80 indicates the position of the threaded shaftin turns from one end of the threaded pivot remaining on the threadedfulcrum of the biasing mechanism. This enables the driver to quickly andeasily set, adjust, and determine the brake bias and eliminate the needfor the driver to remember at all times how the brake bias adjuster isset (including the original setting and all adjustments made to thefront to rear bias by the driver of the vehicle such as before andduring a race). It should be that FIG. 1 shows a pendulum or hangingpedal system, and that the pedal assembly can be inverted through aconfiguration which enables floor mounting of the entire assembly asgenerally shown in FIGS. 12A and 12B.

Turning now to FIGS. 2, 3, 4, 5, 6, 7, 8, and 9, the brake biasadjustment knob assembly 80 of this illustrated example of presentdisclosure includes: (a) a knob 100; (b) springs 200 and 210; (c) ballbearings 300 and 310; (d) a cover plate 400; (e) a ring gear 500; (f) aindex gear 600; (e) a base plate 700; (f) a mounting plate 800; and (g)a plurality of dashboard fasteners such as bolts 900 and 910 and nuts920 and 930.

More specifically, the knob 100 is configured to be rotated by thedriver of the vehicle to rotate the connection cable 90 to change thebrake bias. The knob 100 has a knob body having an exterior structure(best shown in FIGS. 2, 3, 4, 5, and 8) which includes a generallycylindrical body 110 having an upper portion 114 and a base or lowerportion 112 connected to the upper portion 114. The upper portion 114has a plurality of protrusions 116 and defines a plurality ofindentations 118 which facilitate gripping of the knob 100 by thedriver. The knob 100 includes one or more teeth such as the two teeth130 and 132 which extend outwardly from the base or lower portion 112.These teeth 130 and 132 are configured to each engage and cause rotationof the index gear 600 (as best shown in FIG. 5) which in turn causesrotation of the ring gear 500 (as also best shown in FIG. 5) as furtherdiscussed below.

In this illustrated embodiment, the teeth 130 and 132 engage the teeth620 of the index gear 600 once for every revolution of the knob 100,which in turn will cause rotation of the ring gear 500 one brake biasindication symbol interval as further discussed below. In other words,as further discussed below, the ring gear 500 will rotate to change thedisplayed brake bias indication symbol for every complete full rotationof the knob 100.

This illustrated knob 100 has two set screw receiving channels includingillustrated channel 140 that enable set screws (not shown) to be used toattach the knob 100 to the end (not shown) of the end of the connectioncable 90 and for easy calibration of the knob 100 relative to theconnection cable 90. This also enables the driver (or a mechanic) toinitially set the neutral position, or a position number thatcorresponds to either full front brakes or full rear brakes, at aspecific number location on the ring gear 500.

The knob body of the knob 100 also includes an interior structure 150(best shown in FIGS. 5 and 8) which defines a central cylindrical hole152 configured to receive the end (not shown) of the connection cable90. The interior structure 150 defines two cylindrical holes 154 and 156(on both sides of the central hole 152) and configured to respectivelyreceive and hold the springs 200 and 210 and the ball bearings 300 and310. These spring and ball mechanisms work with the detents 830, 832,834, and 836 formed in the base plate 700 (as best shown in FIG. 3) toprovide the driver a tactile feel and at least some audible determinantfor motion of the knob, for each quarter rotation of the knob 100 asfurther explained below.

The knob 100 in this illustrated embodiment is made from a suitablemolded plastic. However, it should be appreciated that the knob can bemade from other suitable materials and in any suitable manner. It shouldalso be appreciated that the knob can be of other suitableconfigurations and sizes, including fast adjustment levers (not shown)which enable even faster turning of the knob.

The cover plate 400 (best shown in FIGS. 2 and 3) is attachable to thebase plate 700 and holds the ring gear 500 in place without applyingresistance to the knob 100 or the ring gear 500. This enables smoothrotation of the knob 100 and of the ring gear 500. More specifically,this illustrated embodiment, the cover plate 400 includes a cylindricalcover plate body 410 having a downwardly extending cylindrical side wall420 and an angled upwardly and inwardly extending cylindrical top wall430. The cylindrical wall 420 is configured to snap fit with the body710 of the base plate 700 to maintain the knob 100, the ring gear 500,and the index gear 600 attached to the base plate 700. It should beappreciated that other suitable attachment mechanisms may be employed inaccordance with the present disclosure. In one alternative embodimentwhere the base plate is steel, the base plate will be coated with asuitable coating such as PTFE for providing a low friction surface, aconsistent tactile force, and corrosion resistance.

The top wall 430 of the cover plate 400 defines a relatively smallopening or window 434 which is configured to reveal one of the brakebias indication symbols such as one of the different numbers on the ringgear 500 which indicates the relative front to rear brake bias. In thisexample embodiment, the front to rear brake bias is indicated by thesymbols or numbers 1 through 16, where 1 represents the front most brakebias and 16 represent the rear most brake bias. Conversely, a driver ormechanic can choose to the opposite where the maximum For one setting,full front brake bias is 16 and full rear brake bias is 1. However, ifthe front and rear master cylinders are mounted in the opposite manner,the symbol or number displayed through the window of 434 would be adifferent value. It should be appreciated that the symbol or numberprogresses as more front brake bias is selected. The opening or window434 only displays one number at a time in this illustrated embodiment.In alternative embodiments, the size of the window can be larger suchthat more than one brake bias indication symbol can be seen to remindthe driver which way to turn the knob 100 to change the brake bias inthe desired direction. It should be appreciated that the brake biasindication symbols can be any suitable symbols.

In other various embodiments, a fine tuning knob engraving system isincorporated so that the approximately 360 degrees of rotation can benoted in a percentage (such as 1 to 100) or in 10% increments whichprovides for finer adjustment so the driver can select and reselect afiner adjustment of the bias and between the digits. For instance, theassembly can indicate quarter turn adjustments as well as full 360degree rotations.

The cover plate in this illustrated embodiment is made from a suitablespun mild steel. However, it should be appreciated that the cover platecan be made from other suitable materials and in any suitable manner. Itshould also be appreciated that the cover plate can be of other suitableconfigurations, including a fast rotation handle adapter and other sizesto accommodate smaller or larger vehicle dashboards or control.

The ring gear 500 includes a cylindrical ring gear body 510 having adownwardly extending cylindrical side wall 520 and an angled upwardlyand inwardly extending cylindrical top wall 530. The inner surface ofthe cylindrical side wall 520 includes a plurality of gear teeth 540.These teeth 540 are configured to mate with the teeth of the index gear600. The ring gear 500 includes or displays the brake bias indicationssymbols numbers 550. In this illustrated embodiment, the ring gear 500is configured to rotate the length of two teeth for every full rotationof the knob 100. The length of two teeth corresponds to one brake biasindication symbol or number increment in this example embodiment.Accordingly, for every full rotation of the knob 100, the ring gear 500will either increase or decrease one number 550 shown in the displaywindow 434 of the cover 400. It should also be appreciated that thenumbering system can be reversed. It should further be appreciated thatthe symbols or numbers can be fluorescent and that the system caninclude other methods or mechanisms for lighting the entire assembly orleast the numbered window for night driving such as night racing.

The ring gear 500 in this illustrated embodiment is made from a suitablemolded plastic. However, it should be appreciated that the ring gear canbe made from other suitable materials and in any suitable manner. Itshould also be appreciated that the ring gear can be of other suitableconfigurations and markings and sizes.

It should be appreciated that suitable adhesive labels, decals, orstickers in the form of a curved arrow that can be provided inaccordance with the present disclosure to enable the driver quickreference as to which way to turn the knob to add or subtract brakingforce that the driver desires. These labels, decals, or stickers canindicate either clockwise or counterclockwise rotation for front brakingand also for rear braking. It should also be appreciated that certaincars have master cylinders mounted front to the right of the brake pedaland some are reversed and that multiple different labels, decals, orstickers (such as both directional labels, decals, and sticker arrows)can be provided to account for this in accordance with the presentdisclosure.

The index gear 600 has an index gear body 610 and a plurality ofoutwardly extending teeth 620 (best shown in FIG. 9). The body 610defines a central hole 605 for mounting on the index gear axle 730extending upwardly from the base plate 700 as best shown in FIG. 3. Theteeth 620 are configured to engage and mate with the teeth 540 of thering gear 500 to cause rotation of the ring gear 500. The teeth 620 arealso configured to be selectively engaged by and mate with the teeth 130and 132 of the knob 100 such that a full rotation of the knob cause apartial rotation (such as 120 degrees) of the index gear 600 which inturn causes a partial rotation (i.e., two teeth lengths or 22.5 degrees)of the ring gear 500 in this illustrated embodiment.

The index gear 600 in this illustrated embodiment is made from asuitable molded plastic. However, it should be appreciated that theindex gear can be made from other suitable materials and in any suitablemanner. It should also be appreciated that the index gear can be ofother suitable configurations and sizes and coated with low friction,anti wear coatings.

The base plate 700 includes a generally flat cylindrical base plate body710 which defines a central opening 705. The index gear axle 730 extendsupwardly from the base plate 700 as best shown in FIG. 3. Two fastenerssuch as welded studs or bolts 900 and 910 each extend downwardly fromthe base plate 700 and are employed to attach the entire brake biasadjustment knob assembly 80 to the dashboard (not shown) of the vehicle(not shown) such as a race car. In this illustrated embodiment, thebolts 900 and 910 are welded to the bottom of the base plate 700. Thebase plate 700 connects and is bonded to with suitable adhesives orfastening devices with the cover 400 to hold all the parts of the brakebias adjustment knob assembly 80 together. The base plate 700 is alsoconfigured to coact with the mounting plate 800 for attaching theseparts to a dashboard, and to work with the mounting plates of existingbrake bias adjustment knob assemblies for retrofitting vehicles asfurther described below.

The base plate 700 in this illustrated embodiment is made from asuitable metal such as mild steel or stainless steel. However, it shouldbe appreciated that the base plate can be made from other suitablematerials and in any suitable manner. It should also be appreciated thatthe base plate can be of other suitable configurations and sizes. Itshould be appreciated that the base plate can be coated with a lowfriction, anti-wear, and corrosion resistant coating as mentioned above.

The illustrated mounting plate 800 includes a generally square plate 810which defines a central cable hole 840, four space apart indents 830,832, 834, and 836 positioned around the center cable hole 840, and fourdashboard attachment holes at the respective corners. The central cablehole 840 enables the connection cable 90 to extend through the mountingplate to the knob 100. The space apart indents 830, 832, 834, and 836are configured to sequentially each receive the spring biased ballbearings 300 and 310, such that each time the knob 100 rotates a quarterturn or ninety degrees, the balls 300 and 310 move out of two of thespaced apart indents and then extend into another two of the space apartindents, thereby providing a tactile feedback for the driver without theneed for the driver to look at the knob 100. It should be appreciatedthat other suitable configurations of base plate 800 can be employed,such as including an eight detent plate that has eight positions (ormore) for particular adaptations.

The mounting plate 800 in this illustrated embodiment is made from asuitable metal such as mild steel or stainless steel. However, it shouldbe appreciated that the mounting plate can be made from other suitablematerials and in any suitable manner. It should also be appreciated thatthe mounting plate can be of other suitable configurations and sizes. Itshould be appreciated that the mounting plate can be coated with a lowfriction, anti-wear, and corrosion resistant coating.

It should also be appreciated that the respective sizes of various ofthe components may be varied in accordance with the present disclosure.For example: (1) the size of the teeth on the knob 100, index gear 600and ring gear 500 may vary; (2) the height of the knob 100 may beincreased to enable easier rotation of the knob 100; and (3) the heightof the cylindrical wall 420 may be increased to provide a better snapfit with the base plate body 710.

Installation on Completely New Vehicle

In one embodiment, to install a brake bias adjustment knob assembly 80of the present disclosure on a vehicle (such as a race car) which doesnot have a brake bias adjustment knob, the installer attaches themounting plate 800 to dashboard using two rivets (not shown) extendingthrough the dashboard attachment holes in opposing corners in themounting plate 800. The installer then attaches the base plate 700 tothe mounting plate 800 by inserting the two bolts 900 and 910 (extendingfrom the new base plate 700) through the other two dashboard attachmentholes in opposing corners of the mounting plate 800. The installerattaches the two locking, vibration resistant nuts 920 and 930 to thebolts 900 and 910 to hold the base plate 700 onto the mounting plate 800and the dashboard (not shown) of the vehicle (not shown). It should beappreciated that the nuts can be lock nuts that multiple nuts can beemployed, and that washers or lock washers can also be employed. Itshould also be appreciated that the mounting plate may be attached tothe dashboard in other suitable manners. It should further beappreciated that the base plate may be attached to the mounting plateand the dashboard in other suitable manners. The installer than attachesthe rest of the components of the brake bias adjustment knob assembly 80to the base plate 700. More specifically, index gear 600 is mounted onthe index gear axle 730, the knob 100, the springs 200 and 210, ballbearings 300 and 310 are suitably positioned and knob 100 is attached tothe end (not shown) of the connection cable 90 using the set screws (notshown), the ring gear 500 is positioned over and in engagement with theindex gear 600, and the cover plate 400 is attached to the base plate700. It should be appreciated that the installer installs the brake biasadjustment knob assembly so that it is either at 1 or 16 depending onthe setting of the front brake bias or rear brake bias and the locationof the master cylinders.

Installation on Existing Vehicle

In one embodiment, to install a brake bias adjustment knob assembly ofthe present disclosure on an existing vehicle (such as a race car) witha commercially available brake bias adjustment knob, the installer turnsthe existing knob all the way in one direction (i.e., either to fullyfront brake bias or fully rear brake bias) and removes the existing knobby taking out the set screw(s) in the existing knob and notes theposition of the protruding cable end and particularly the flat portionof the protruding cable end. The installer does not remove the existingmounting plate. Rather, the installer drills out two of the rivets thathold that existing mounting plate to the dashboard (not shown) of thevehicle (not shown). The installer then attaches the base plate 700 andthe rest of the brake bias adjustment knob assembly 80 to that existingmounting plate by inserting the two bolts 900 and 910 (extending fromthe bottom of the base plate 700) through the two drilled out dashboardattachment holes in opposing corners of that existing mounting plate.The installer then attaches the two nuts 920 and 930 to the bolts 900and 910 to hold the base plate 700 onto that existing mounting plate andthe dashboard (not shown). It should be appreciated that the nuts can belock nuts, that multiple nuts can be employed, and that washers or lockwashers can also be employed.

Alternative Embodiment of Index Gear

Referring now to FIG. 10, an alternative embodiment of the index gear ofthe brake bias adjustment knob assembly of the present disclosure isgenerally illustrated and indicated by numeral 1600. The index gear 1600has a index gear body 1610 and a plurality of outwardly extending fullteeth 1620 which are configured to engage the teeth of the ring gear anda plurality of outwardly extending half teeth 1622 which are configuredto be engaged by the body of the knob (illustrated in FIG. 11 andfurther explained below). The body 1610 defines a central hole 1605 formounting on the index gear axle extending upwardly from the base plate700 as best shown in FIG. 3. The teeth 1620 and 1622 are configured toengage and mate with the teeth 540 of the ring gear 500 to causerotation of the ring gear 500. The teeth 1620 and 1622 are alsoconfigured to be selectively engaged by and mate with the teeth 130 and132 of the knob such that a full rotation of the knob cause a partialrotation (such as 120 degrees) of the index gear 1600 which in turncauses a partial rotation (i.e., two teeth lengths or 22.5 degrees) ofthe ring gear in this illustrated embodiment.

The index gear 1600 in this illustrated embodiment is made from asuitable molded plastic. However, it should be appreciated that theindex gear can be made from other suitable materials and in any suitablemanner. It should also be appreciated that the index gear can be ofother suitable configurations and sizes and coated with low friction,anti wear coatings.

Alternative Embodiment of Knob

Referring now to FIG. 11, an alternative embodiment of the knob of thebrake bias adjustment knob assembly of the present disclosure isgenerally illustrated and indicated by numeral 1100. The knob 1100 isconfigured to be rotated by the driver of the vehicle to rotate theconnection cable 90 to change the brake bias. The knob 1100 has a knobbody having an exterior structure which includes a generally cylindricalbody 1110 having an upper portion 1114 and a base or lower portion 1112connected to the upper portion 1114. The upper portion 1114 has aplurality of protrusions 1116 and indentations 1118 which facilitategripping of the knob 1100 by the driver. The knob 1100 includes one ormore index gear teeth receiving slots 1133 which extend inwardly fromthe base or lower portion 1112 or an outwardly extending ledge or flangethat defines the lower portion 1112. The walls that define the indexgear teeth receiving slot are configured to each engage and causerotation of the index gear 1600 which in turn causes rotation of thering gear.

The knob 1100 in this illustrated embodiment is made from a suitablemolded plastic. However, it should be appreciated that the knob can bemade from other suitable materials and in any suitable manner. It shouldalso be appreciated that the knob can be of other suitableconfigurations and sizes.

Alternative Embodiment of Brake Bias Adjuster

Turning now to FIGS. 12A, 12B, 13, 14A, 14B, 14C, 15, 16, 17, and 18,another specific example embodiment of the brake bias adjuster isillustrated and generally indicated by number 2040. The brake biasadjuster 2040 generally includes: (a) a biasing mechanism 2060 attachedto a pedal assembly 2020 of a vehicle (not shown); (b) a brake biasadjustment knob assembly 2080 attachable to a dashboard 3000 (partiallyshown in FIGS. 15, 16, and 17) of the vehicle (not shown); and (c) aconnection cable or flexible shaft 2090 attached at one end to the brakebias adjustment knob assembly 2080 and at the other end to the biasingmechanism 2060. The biasing mechanism 2060 in this illustratedembodiment includes: (a) a threaded fulcrum device between the mastercylinders of the brake pedal assembly; (b) a pivoting bearing attachedto and in the middle of the fulcrum that is configured to move or slideback and forth relative to the fulcrum, which is attached to the brakepedal assembly, either mounted above the drivers feet or mounted belowthe driver's feet; and (c) a bolt-like device or threaded shaft whichturns the threaded pivot on the internally threaded fulcrum clevismounts that individually actuate both the front and rear brakes. Asfurther described below, the brake bias adjustment knob assembly 2080includes a knob 2100 securely attachable to the connection cable 2090.When the knob 2100 of the brake bias adjustment knob assembly 2080rotates, the connection cable 2090 rotates, and the threaded shaftrotates which changes the ratio of force distribution between the frontand rear brakes. The brake bias adjustment knob assembly 2080 indicatesthe relative amount of brake bias toward the front brakes, the rearbrakes, or if there is no bias at all.

More specifically, the brake bias adjustment knob assembly 2080specifically indicates the position of the threaded shaft in turns fromone end of the threaded pivot remaining on the threaded fulcrum of thebiasing mechanism. For example, if the threaded fulcrum is five turnsfrom one end of the threaded shaft, the brake bias adjustment knobassembly 2080 specifically indicates this or a representation of this tothe driver. This enables the driver to quickly and easily determine thespecific then current brake bias and eliminates the need for the driverto remember at all times how the brake bias adjuster is set (includingthe original setting and all adjustments made to the front to rear biasby the driver of the vehicle such as before and during a race). Thisalso enables the driver to specifically change the brake bias to aspecific new setting.

As further discussed below, the brake bias adjustment knob assembly 2080can be installed such that either: (1) turning the knob 2100 clockwiseincreases rear brake bias and decreases front brake bias, and turningthe knob 2100 counter-clockwise decreases rear brake bias and increasesfront brake bias (as show in FIG. 12A and indicated by the “Front VRear” first label of the present disclosure); or (2) turning the knob2100 clockwise increases front brake bias and decreases rear brake bias,and turning the knob 2100 counter-clockwise increases rear brake biasand decrease front brake bias (as show in FIG. 12B and indicated by the“Rear V Front” second label of the present disclosure). Thus, thepresent disclosure contemplates providing a two label system to accountfor the orientation of the brake cylinders.

This two label system (e.g., the “Front V Rear” label and the “Rear VFront” label) is thus adapted for various different cars. For example,this system is adapted for a car with the front brake cylinder which ismounted on the left side facing the front of the car in the driver'sseat (i.e., mounted to the left of the center line of the brakeassembly). In this configuration, if the driver turns the knob 2100 tothe right, the driver will be moving the pivot bearing towards the leftside of the car which shortens the distance between pivot bearing andthe clevis which causes more pressure to be transmitted to the frontbrake cylinder. The reason this works is that the fulcrum deviceincludes threaded cylinders. As explained above, the threaded cylindersenable the pivot threaded rod to move forward and backward. The centerpivot includes a spherical bearing that enables many degrees of rotationof the bearing shell or outer portion within the tube of the brakepedal. Turning the knob turns the connection cable which turns thethreaded rod which in turn moves the spherical bearing that is theactual fulcrum to the left or to the right of the brake pedal. Thislengthens or shortens the distance between the front brake and rearbrake respective clevis or the threaded pivot for the front and rearbrake, changing the ratio of pressure between the two brake cylinders,front and rear.

As mentioned above, the brake system master cylinders can be mountedeither: (a) front on the left and rear on the right, or (b) vice versa.The two label system contemplated by the present disclosure andgenerally illustrated in FIGS. 12A and 12B solves this problem byovercoming the problems with using a round knob with an arrow within thecenter of this round knob. This system enables the user to turn the knobin any amount of rotation because the present arrow label systemdenoting front and rear bias is mounted firmly and vertically above theknob. This system ensures that the driver is never unable to see thedirectional arrow as to which way to turn the knob for front and rearbias. This system overcomes the problems with arrows in the middle ofthe knob which may be useless when the knob is upside down. It should beappreciated that directional arrows in the middle of the knob is lessuseful because the driver may want a setting which is a half turn or aquarter turn which inverts the writing on the knob from the perspectiveof the driver. This would create confusion at minimum, and possiblycould create an error in which way to turn the knob. The presentdisclosure enables illumination (such as in dark conditions or at nightracing) because a small light can be placed above the label which wouldfurther prevent the driver from having to question where the knob isset. It should also be appreciated that the labels can be of a suitablelight reflecting material.

As mentioned above, certain cars enable a change of the brake bias ratiobetween the two front wheels. This enables the car to turn moreaggressively into a corner by essentially shutting off one of the brakes(i.e., the brake on the left front wheel or the brake on the right frontwheel). As indicated above, the present disclosure can be used toprovide that type of adjustment by connecting it to the threaded adapterwithin the car. In such case, the knob and the labeling system wouldprovide the driver knowledge as to the adjustment between the frontbrakes. Thus, it should be appreciated that a car can have more than onebrake bias adjustment assemblies of present disclosure. It should alsobe appreciated that the brake bias adjustment assembly of the presentdisclosure may be employed in other vehicles such as boats, airplanes,off-road vehicles, go-carts, all-terrain vehicles, earthmoving equipmentand a wide other range of vehicles.

Turning back to the figures, the brake bias adjustment knob assembly2080 of this specific illustrated example of present disclosuregenerally includes: (a) a knob 2100; (b) knob fasteners 2192 and 2194;(c) a cover plate or housing 2400; (d) a ring gear 2500; (e) a compoundgear 2550; (f) a compound gear mount or axle 2580; (g) an idler gear2600; (h) an idler gear mount or axle 2680; (i) a base plate 2700; (j) anew or existing mounting plate 2800; and (h) a plurality of dashboardfasteners (such as but not limited to the illustrated socket head capbolts 2900 and 2910, washers 2912 and 2914, and nuts 2920 and 2930).When assembled, the brake bias adjustment knob assembly 2080 isconfigured to be attached to a dashboard 3000 of a vehicle (not shown)such as a race car (not shown) as further described below.

More specifically, the knob 2100 is configured to be rotated by thedriver of the vehicle to rotate the connection cable 2090 to change thebrake bias. This illustrated knob 2100 has a body 2110 having an upperportion 2114 and a lower portion 2112 connected to the upper portion2114. The body 2210 has a generally cross shape or X shape whichincludes a plurality of outwardly extending protrusions or arms 2116 a,2116 b, 2116 c, and 2116 d. These protrusions or arms 2116 a, 2116 b,2116 c, and 2116 d are configured to enable the driver to grip the knob2100 and easily make one or more quarter rotations, half rotations,three-quarter rotations, full rotations, or more than full rotations ofthe knob 2100 (without the need for the driver to look at the knob2100). These protrusions or arms 2116 a, 2116 b, 2116 c, and 2116 d alsodefine a plurality of indentations or pockets between the protrusions orarms 2116 a, 2116 b, 2116 c, and 2116 d which further facilitategripping of the knob 2100 by the driver. The upper portion 2114 of thebody 2110 also include a plurality of lips extending from the side wallsof each of the protrusions or arms 2116 a, 2116 b, 2116 c, and 2116 d ofthe body 2110 to further facilitate gripping of the knob 2100 by thedriver. It should be appreciated that the protrusions can be modified(such as by the manufacturer, installer, or driver) to have tactiledifferences which can be felt by the driver between the variousprocesses of the knobs. For example, additional details on the outerperimeter lip of the knob can include serrations, bumps, anddistinguishing scallops so that the driver has a more friendly orunusual or readily identifiable tactile feedback that the knob is infact the unique knob in this assembly. It should also be appreciatedthat the illustrated knob is generally symmetrical, and that alternativeembodiments can be non-symmetrical. It should also be appreciated thatthis configuration enables a driver to turn the knob multiple usingfingers in a grasping motion to make delicate adjustments such as a onequarter turn.

The knob 2100 further includes an actuation gear 2130 extending from thelower portion 2112 of the body 2110 of the knob 2100. The actuation gear2130 extends into and is fixed to the body 2110, and more specificallyin this illustrated embodiment is integrally formed (e.g., molded) withthe body 2110 (as generally shown in FIGS. 14B and 14C). The screws 2192and 2194 are threaded so that they pass through the metal gear extensionof 2134 to provide an ultra secure mounting with the script threadspassing through the splined hollow gear number 2130 and into engagementwith end of the connection cable (as best shown in FIG. 14C).

The actuation gear 2130 includes a plurality of outwardly extendingteeth 2132 which are configured to engage and cause rotation of thecompound gear 2550 which in turn causes rotation of the idler gear 2600which in turn causes rotation of the ring gear 2500 which causesrotation of the cover plate or housing 2400. In this illustratedembodiment, the actuation gear 2130 is configured to co-act with thecompound gear 2550, the idler gear 2600, and the ring gear 2500 suchthat each quarter revolution of the knob 2100 will cause a 1/64revolution of the ring gear 2400 and thus a 1/64 revolution of the coverplate 2400 connected to the ring gear 2500. In this illustratedembodiment, the actuation gear 2130 is configured to co-act with thecompound gear 2550, the idler gear 2600, and the ring gear 2500 suchthat each full revolution of the knob 2100 turn will cause a 1/16revolution of the ring gear 2400 and thus a 1/16 revolution of the coverplate 2400 connected to the ring gear 2500. Thus, for every full turn ofthe knob 2100, the travel of the shaft is one turn, which in turn movesthe fulcrum 1/20 of an inch (i.e., 0.050 inches) either toward the leftor toward the right. One quarter turn of the knob 2100 will move thecenter bearing 1/80 of an inch (i.e., 0.0125 inches) either toward theleft or toward the right.

It should be appreciated that certain race cars (in the United States)have different thread ratios on the threaded rod. Most of them howeverare ⅜-20 or 7/16-20 U.S. standard threads. These can be an equivalentmetric or can be Whitworth threads, but most are approximately 20 turnsper inch. The suffix 20 designates 20 turns per total inch of travel ofa nut turning on the threaded rod.

The knob 2100 has at least one set screw receiving channel, and in thisillustrated embodiment, the knob 2100 has two set screw receivingchannels (including illustrated channel 2140) that enable set screws2192 and 2194 to be used to securely attach the knob 2100 to the end ofthe connection cable 2090 and for easy calibration of the knob 2100relative to the connection cable 2090. This also enables the driver (ora mechanic) to initially set a neutral position, or a position numberthat corresponds to either full front brakes or full rear brakes, at aspecific number location on the cover plate 2400.

The knob 2100 in this illustrated embodiment is made from a suitablemolded plastic. However, it should be appreciated that the knob can bemade from other suitable materials and in any suitable manner. It shouldalso be appreciated that the knob can be of other suitableconfigurations and sizes, and that the knob can be coated with a highfriction coating such as a silicone or rubber, and/or with a highabrasion coating. The knob 2100 in various embodiments also includes asilicone bead that can be applied to portions of the knob to providemuch more high friction or grip (such as like a work glove with rubbergrip dots on it). It should also be appreciated that the high frictioncoating could be similar to the coatings applied to a garage floor orother a slippery area. This enables a coating with high frictionparticles dispersed on the surface and within the coating to functionsimilar to sandpaper. It should also be appreciated that serrations orbumps can be added to the knob or edge of the knob 2100 for tractionwearing gloves.

The cylindrical cover plate 2400 is attached to the ring gear 2500 suchthe rotation of the knob 2100 which causes the rotation of theconnection cable and rotation of the ring gear 2500 also causes rotationof the cover plate 2400. More specifically, in this illustratedembodiment, the cover plate 2400 includes a cylindrical cover plate body2410 having a downwardly extending cylindrical side wall 2420 and aninwardly extending cylindrical top wall 2430. The cylindrical side wall2420 is configured to fit over the ring gear 2500. In this illustratedembodiment, the side wall 2420 is adhesively fastened or bonded to thering gear 2500. It should be appreciated that other suitable attachmentmechanisms may be employed in accordance with the present disclosure. Inone embodiment, the ring gear 2500 is made from a polymer and the othergears are made from aluminum or stainless steel. This configuration isgenerally more forgiving and vibration resistant.

The front face and outer diameter of the cover plate 2400 each include aset of a plurality of different brake bias indication symbols (such asthe different numbers on the illustrated cover plate 2400) whichindicate the relative front to rear brake bias. In this exampleembodiment, the brake bias is indicated by the numbers 0 through 15¾.Depending upon the car and the installation, (a) 0 can represent themost front brake bias and 15¾ represents the most rear brake bias; or(b) 0 can represent the most rear brake bias and 15¾ represents the mostfront brake bias. It should thus be appreciated that if the front andrear master cylinders are mounted in opposite manners, the symbol ornumber arrangement can vary. It should also be appreciated that thenumbering system can be reversed. It should also be appreciated that thebrake bias indication symbols can be any suitable symbols. In anotherembodiment, a fine tuning knob engraving system is incorporated so thatthe approximately 360 degrees of rotation can be noted in percentages(such as 1% to 100%) or in increments (such as 5% or 10% increments)which provide for finer adjustment so the driver can select and reselecta finer adjustment of the bias and between the digits. As mentionedabove, it should also be appreciated that one or more separateindicators (such as one or more labels, stickers, or decals) can beemployed on the dashboard to provide one or more indications of therespective symbol as the cover plate 2400 turns.

The cover plate 2400 can be made from a suitable molded plastic, orother suitable rigid compound including aluminum or any other metal. Thecover plate 2400 can be molded, fabricated, machined, or extruded. Itshould thus be appreciated that the cover plate can be made from othersuitable materials and in any suitable manner. It should also beappreciated that the cover plate can be of other suitableconfigurations. It should further be appreciated that the symbols ornumbers (on the front face or wall as well as on the outer diameter orwall) can be fluorescent and that the system can include other methodsor mechanisms for lighting the entire assembly or least the numberedwindow for night driving such as night racing. It should also beappreciated that alternative number and color systems may be employed inaccordance with the present disclosure. For example, the numberingsystem could split at the number eight. In this example, 0 to 8 could bea red color and 8 to 15.999 could be a green color. In another example,0 to 8 could have a white background and black numbers, and 8 to 15.999could be reversed with white numbers and black background.

The cylindrical ring gear 2500 includes a cylindrical ring gear body2510. The cylindrical ring gear body 2510 includes a plurality ofinwardly extending gear teeth 2540. These teeth 2540 are configured tomate with the teeth of the idler gear 2600. In this illustratedembodiment, the ring gear 2500 is configured to rotate 1/16 of arotation for every full rotation of the knob 2100. Accordingly, forevery full rotation of the knob 2100, the ring gear 2500 will cause thecover plate 2400 to either increase or decrease by 1 number in thisillustrated embodiment. The ring gear 2500 in this embodiment is formedwith a cylindrical groove 2520 configured to receive an adhesive tosecurely attach the ring gear 2500 to the cover plate 2400.

The ring gear 2500 in this illustrated embodiment is made from asuitable molded plastic. However, it should be appreciated that the ringgear can be made from other suitable materials and in any suitablemanner. It should also be appreciated that the ring gear can be of othersuitable configurations and markings and sizes and coated with lowfriction, anti wear coatings.

The cylindrical compound gear 2550 includes cylindrical first gear 2560and a cylindrical second gear 2570 co-axially aligned and connected tothe first gear 2560. The first gear 2560 and the second gear 2570 definea central hole configured to receive the compound gear mount or axle2580 (which is a rivet in this example embodiment) which rotatablyconnects the compound gear 2550 to the base plate 2700. The first gear2560 includes a plurality of outwardly extending teeth 2562. The secondgear 2570 includes a plurality of outward extending teeth 2572. Theteeth 2562 are configured to be engaged by and mate with the teeth 2132of the actuation gear 2130. The teeth 2572 are configured to engage andmate with the teeth 2602 of the idler gear 2600. The first gear 2560 hasa greater circumference than the second gear 2570. The second gear 2570thus provides a greater quantity of rotations to the idler gear 2600 forevery rotation of the first gear 2560. In other words, the compound gear2550 functions as a reduction gear.

The compound gear 2550 in this illustrated embodiment is made from apair of laser cut gears that are pressed together to create the compoundgear. These gears are laser micro welded on the top surface to securelyhold the two gears in the assembly. However, it should be appreciatedthat the compound gear can be made from other suitable materials and inother suitable manners. It should also be appreciated that the compoundgear can be of other suitable configurations and sizes and coated withlow friction, anti wear coatings.

The cylindrical idler gear 2600 has a plurality of outwardly extendingteeth 2602. The idler gear 2600 defines a central opening configured toreceive the idler gear mount or axle 2680 which rotatably connects theidler gear 2600 to the base plate 2700. The teeth 2602 are configured tobe engaged by and mate with the teeth 2572 of the second gear 2570 ofthe compound gear 2550. The teeth 2602 are configured to engage and matewith the teeth 2540 of the ring gear 2500 to cause rotation of the ringgear 2500.

In this illustrated embodiment, the idler gear 2600 is configured topivot on a fastener 2680 that has a slightly coined or larger diametertop which corresponds with a chamfer style on the top of idler gear2600. The top of the idler gear 2600 is slightly chamfered to correspondto the larger diameter upper edge of pivot 2680. This configurationprevents vibration from dislodging or enabling the idler gear 2600 torise or fall on the pivot or fastener 2680 more than a relatively smallamount. The idler gear 2600 is thus configured to float slightlyvertically. The idler gear pivot or fastener 2680 is pressed into thebase plate assembly through the base plate 2700. In other words, thepivot or fastener 2680 is pressed into the base plate 2700 and thenwelded on the backside of the base plate. In various embodiments, thepivot and the inside or bore of the 2600 idler gear are coated for longterm lubrication and thus long life. It should thus be appreciated thatthe idler gear 2600 takes most of the torque through the assembly.

The idler gear 2600 in this illustrated embodiment is made from a lasercut steel and is subsequently chamfered in a secondary operation at thetop of the bore that is laser cut initially. This is followed by ahoning operation to provide the precise engineering clearance betweenthe pivot 2680 and the inside of the idler gear 2600. However, it shouldbe appreciated that the idler gear can be made from other suitablematerials and in any suitable manner. It should also be appreciated thatthe idler gear can be of other suitable configurations and sizes andcoated with low friction, anti wear coatings.

From the above, in this illustrated embodiment, it should be appreciatedthat rotation of the knob 2100 and thus rotation of the actuation gear2130 causes rotation of the connection cable and also rotation of thefirst gear 2560 of the compound gear 2550 which causes rotation of thesecond gear 2570 of the compound gear 2550 which in turn causes rotationof the idler gear 2600 which in turn causes rotation of the ring gear2500 and thus rotation of the cover plate 2400 which is secured to thering gear 2500.

It should further be appreciated that this arrangement or configurationof the gears prevents or inhibits rotation of the connector cable 2090that causes rotation of the knob 2100. In other words, thisconfiguration makes driving the gears backward (through the reduction ofthe gear train) extremely difficult. More specifically, the frictionwithin the gear train acts as a snubbing mechanism or limiter sovibration will not dislodge the mechanism or cause undesired movement ofthe mechanism. In addition, the slight compressibility of elastomericgear 2500 helps retain the setting the driver has chosen even withsevere vibration affecting the entire vehicle. In certain embodiments,two bearings 2980 and 2982 are appropriately positioned to maintainconcentricity of ring gear 2500 even in extreme vibration conditions.For example, in really violent or rough conditions such as off-roadracing or rallying, these bearings 2980 and 2982 stabilize the outerring and/or keep everything concentrically arranged. There is little tono play in the system because of the accuracy of the laser cut gears andalso because the plastic/rubber molded gear 2500 which is compressibleto a certain extent and thus functions as a resilient cushioning device.

The base plate 2700 includes a generally flat cylindrical base platebody 2710 which defines a central opening 2715, a compound gear mount oraxle opening 2725, an idler gear mount or axle opening 2735, andfastener openings 2745 and 2755. The base plate 2700 can include more orless openings to account for the various different ways to mount thebase plate 2700 (on a new car or on a existing car) contemplated by thepresent disclosure.

The base plate 2700 in this illustrated embodiment is made from asuitable metal such as mild steel or stainless steel. However, it shouldbe appreciated that the base plate can be made from other suitablematerials and in any suitable manner. It should also be appreciated thatthe base plate can be of other suitable configurations and sizes. Itshould be appreciated that the base plate can be coated with a lowfriction, anti-wear, and corrosion resistant coating.

As described above, the fasteners may be welded or otherwise suitablyattached to the base plate 2700. In this illustrated embodiment, twofasteners (including bolts 2900 and 2910, washers 2912 and 2914, andnuts 2920 and 2930) are employed to attach the base plate 2700 to themounting plate 2800 and to the dashboard 3000 and thus to attach theentire brake bias adjustment knob assembly 2080 to the dashboard 3000.The base plate 2700 is configured to co-act with the mounting plate 2800for attaching these parts to the dashboard 3000, or to alternativelywork with the mounting plates of existing brake bias adjustment knobassemblies for retrofitting vehicles as further described below. Itshould be appreciated that the base plate and the attachment fastenersmay vary for new and existing cars in accordance with the presentdisclosure.

The illustrated mounting plate 2800 (which may be an existing plate or anew plate) includes a generally square plate body 2810 which defines acentral cable hole 2840, and four dashboard attachment holes. Thecentral cable hole 2840 enables the connection cable 2090 to extendthrough the mounting plate 2800 to the knob 2100. It should beappreciated that in various embodiments, the base plate 2700 is mountedto the existing mounting plate 2800.

The mounting plate 2800 in this illustrated embodiment is made from asuitable metal such as mild steel or stainless steel. However, it shouldbe appreciated that the mounting plate can be made from other suitablematerials and in any suitable manner. It should also be appreciated thatthe mounting plate can be of other suitable configurations and sizes. Itshould be appreciated that the mounting plate can be coated with a lowfriction, anti-wear, and corrosion resistant coating.

Installation on Completely New Vehicle

In one embodiment, to install a brake bias adjustment knob assembly 2080of the present disclosure on a completely new vehicle (such as acompletely new race car) which does not have any existing brake biasadjustment knob, the installer attaches the mounting plate 2800 todashboard using fasteners such as two rivets (not shown) extendingthrough two of the dashboard attachment holes in opposing corners in themounting plate 2800. The installer then attaches the base plate 2700(with the assembled cover plate 2400, ring gear 2500, compound gear2550, compound gear mount or axle 2580, idler gear 2600, idler gearmount or axle 2680) to the mounting plate 2800 by inserting fastenerssuch as the two bolts 2900 and 2910 through the other two dashboardattachment holes in opposing corners of the mounting plate 2800 assomewhat illustrated in FIG. 15. The installer secures the fastenerssuch as by attaching the washers 2912 and 2914 and vibration resistantnuts 2920 and 2930 to the bolts 2900 and 2910 to hold or secure the baseplate 2700 onto the mounting plate 2800 and the dashboard 3000. Theinstaller also uses the knob fasteners 2192 and 2194 to secure the knob2100 to the end of the connection cable 2090 and thus the brake biasadjustment knob assembly 2080 to the connection cable 2090. It should beappreciated that the mounting plate may be attached to the dashboard inother suitable manners. It should further be appreciated that the baseplate may be attached to the mounting plate and the dashboard in othersuitable manners. It should further be appreciated that in oneembodiment, to calibrate the setting to either a full front brake biasor a full rear brake bias, the installer can install the brake biasadjustment knob assembly so that it is either at 0 or 15¾.

Installation on Existing Vehicle

In another embodiment, to install a new brake bias adjustment knobassembly of the present disclosure on an existing vehicle (such as arace car) that already has a commercially available brake biasadjustment knob, the installer turns the existing knob all the way inone direction (i.e., either to full front brake bias or full rear brakebias) and removes the existing knob by taking out the set screw(s) inthe existing knob and notes the position of the protruding cable end andparticularly the flat portion of the protruding cable end. The installerdoes not remove the existing mounting plate 2800. Rather, the installerdrills out two of the rivets that hold that existing mounting plate tothe dashboard 3000 of the vehicle (not shown). The installer thenattaches the base plate 2700 (with the assembled cover plate 2400, ringgear 2500, compound gear 2550, compound gear mount or axle 2580, idlergear 2600, idler gear mount or axle 2680) to the mounting plate 2800 byinserting fasteners such as the two bolts 2900 and 2910 through the twodrilled out dashboard attachment holes in opposing corners of themounting plate 2800 as somewhat illustrated in FIG. 15. The installersecures the fasteners such as by attaching the two washers and vibrationresistant nuts 2920 and 2930 to the bolts 2900 and 2910 to hold the baseplate 2700 onto the existing mounting plate and the dashboard 3000. Theinstaller also uses the knob fasteners 2192 and 2194 to secure the knob2100 to the connection cable 2090 and thus the brake bias adjustmentknob assembly 2080 to the connection cable 2090. It should further beappreciated that the base plate may be attached to the mounting plateand the dashboard in other suitable manners. It should further beappreciated that in one embodiment, to calibrate the setting to either afull front brake bias or a full rear brake bias, the installer caninstall the brake bias adjustment knob assembly so that it is either at0 or 15¾.

It should be appreciated, as stated above, that suitable labels, decals,or adhesive stickers in the form of a curved arrow can be provided toenable the driver quick reference as to which way to turn the knob toadd or subtract relative braking force that the driver desires. Theselabels, decals, or stickers can indicate either clockwise orcounterclockwise rotation for front braking and also for rear braking asshown in FIGS. 12A and 12B. It should also be appreciated that certaincars have master cylinders mounted front to the right of the brake pedaland some are reversed and that multiple different decals or stickers(such as both directional decals and sticker arrows) can be provided toaccount for this.

It should also be appreciated that this second illustrated embodimentcan include one or more components (such as a spring or spring loaded orbiased component) that provide(s) the driver a tactile feel and/or atleast some audible determinant for motion of the knob 2100 such as foreach quarter rotation of the knob 2100.

It should be appreciated from the above that the present disclosure thusprovides a vehicle braking system brake bias adjustment knob assemblyfor a vehicle braking system brake bias adjuster for a pedal assembly ofa vehicle braking system of a vehicle, where the vehicle braking systembrake bias adjustment knob assembly includes: (1) a knob having an upperportion, a lower portion connected to the upper portion, and anactuation gear extending from the lower portion, the knob configured tobe connected to a connection cable of the vehicle braking system brakebias adjuster to enable a driver of the vehicle to set one of aplurality of different amounts of front brake bias, one of a pluralityof different amounts of rear brake bias, or neutral which means noamount of front brake bias and no amount of rear brake bias; (2) acompound gear including a first gear and a second gear; (3) an idlergear; (4) a ring gear; and (5) a cover plate having a wall displaying aplurality of different brake bias indication symbols configured tocorrespond to the plurality of different amounts of front brake bias,the plurality of different amount of rear brake bias, and the no amountof front brake bias and no amount of rear brake bias, and wherein theknob, the actuation gear, the compound gear, the idler gear, the ringgear, and the cover are configured to be assembled such that rotation ofthe knob causes rotation of the compound gear which in turn causesrotation of the idler gear which in turn causes rotation of the ringgear which causes rotation of the cover.

Alternative Brake Bias Adjustment Knob Assembly Configurations

Turning now to FIGS. 19A, 19B, 19C, 20A, 20B, 20C, 21A, 21B, and 21C,the present disclosure provides multiple different types of brake biasadjustment knob assembly configurations, and specifically differenttypes or configurations of gearing and cover plate numbering systems, toaccount for the various different types of race cars (including but notlimited to stock race cars, formula race cars, rally race cars, circletrack race cars, road race cars, ice racing cars, and rally crossracecars), race tracks, changing race tracks, race types, raceconditions, and race car driver experience levels.

More specifically, stock race cars (such as the stock race cars used inthe NASCAR® stock car race league) typically require relatively fewbrake bias adjustments to be performed during such races because suchstock race tracks typically only have two or three corners and typicallydo not have hills. However, every time the stock race car pits forgasoline, the weight distribution of the race car changes which canrequire an adjustment to the brake bias to compensate for additionalweight on the rear wheels of the race car. Furthermore, such stock racecars may sometimes require more rear bias to the brakes to help the carrotate into and through the first portion of a corner.

On the other hand, road racing, rallying racing, and ice racing oftenhave substantially more corners or turns and may have one or more hillswhich require much more braking and much more varying of brake biasingfor optimum performance and lowest lap times. For instance, if a driverbrakes a car going down a hill, the rear brakes will lock up unless thedriver either brakes very carefully or the driver reduces the rear brakepressure. If the driver brakes going up a hill and adjusts the brakebias more toward the rear of the car, the deceleration rate will beactually faster because the rear wheels are doing more proportionatework.

Another reason that stock car races typically require very few brakebias adjustments to be performed during the race is that such races aretypically not in the rain. On the other hand, other races (such asWatkins Glen Road type racing) can occur in the rain and the NASCARsanctioned races require race cars in those races to have mandatoryequipment for racing in the rain (such as special tires and windshieldwipers). In such races in the rain, if the car has too much front brakebias, the front wheels can easily lock up and the car can slide straightoff the racetrack. In the rain, it is generally better to have a biassubstantially toward the rear brakes. For instance, a dry weathersetting may have a front bias of 65% to the front from the neutralposition, and a wet weather setting may have a front brake bias of 55%rear bias of 45% to the rear from the neutral position or 50-50 brakebias setting.

The present disclosure takes this into account by providing a brake biasadjustment knob assembly with a relatively fast ratio. In certainembodiments, the relatively fast ratio doesn't enable the knob and cableto be turned any faster, but rather causes the cover plate and brakebias indication numbers thereon to turn faster (and also provides thedriver more resolution so that the driver can make finer adjustments).The spacing between the primary numbers can be wider and enable fineradjustments between the numbers to be more visible by the driver.

For example, in the illustrated example embodiment of FIGS. 19A, 19B,and 19C, brake bias adjustment knob assembly 3080 includes eight brakebias indication numbers on the side wall and front face of the coverplate or housing 3400 for the 360° of rotation. These symbols or numbersare of a relatively larger size and there are relatively fewer of them.This embodiment will likely be more used or desired by a professionaldriver such as stock race car driver who will typically only use theshort or small adjustment window. For example, six turns of the knob mayenough for an entire stock car race (as opposed to 10 or 12 turns whichmay be required for a road race). Having relatively fewer brake biasindication numbers on the cover plate of the brake bias adjustment knobassembly 3080 may provide an advantage for certain drivers to make thedesired adjustments

More specifically, this example brake bias adjustment knob assembly 3080includes: (a) a ring gear 3500; (b) an actuation gear 3130 extendingfrom the knob 3100; (c) a compound gear 3560; and (d) an idler gear3600. The ring gear 3500 has 80 teeth. The actuation gear 3130 has 24teeth. The first gear of the compound gear 3560 has 24 teeth and thesecond gear of the compound gear has 10 teeth. The idler gear 3600 has10 teeth. In this example embodiment, the 8 to 1 ratio provides a firstrotation speed for the cover plate 3400. The rotation speed of the coverplate is relatively faster so that the cover plate 3400 will spin faster(i.e., twice as fast as the relatively slower 16 to 1 ratio describedabove and below). Depending upon the car and the installation, (a) brakebias indication number 0 can represent the most front brake bias andbrake bias indication number 7⅚ can represent the most rear brake bias;or (b) brake bias indication number 0 can represent the most rear brakebias and brake bias indication number 7⅚ can represent the most frontbrake bias. As mentioned above, it should also be appreciated that oneor more separate indicators (such as one or more labels, stickers, ordecals) can be employed on the dashboard to provide one or moreindications of the respective symbol as the cover plate 3400 turns.

It should be appreciated that this cover plate can alternatively includea greater quantity of indicator symbols (such as 16 numbers) and have arelatively fast ratio based on the driver preference such as for driversthat just want whole numbers because of the speed of the car and theability to quickly look at the dial (rather than trying to figure out ifyou're at 8¼ or 8½ turns).

Another example embodiment of the brake bias adjustment knob assembly ofthe present disclosure is illustrated in FIGS. 20A, 20B, and 20C, andprovides a relatively intermediate or middle ratio which is for more forroad racing cars. This ratio is 12 to 1. This embodiment is for thereasonably seasoned or experienced driver. As mentioned above, one ofthe important considerations for road racing cars throughout the worldis that they often race in the rain. To race in the rain, the biastoward the rear brakes needs to be much more powerful than toward thefront brakes. The reason for this is that the weight transfer the brakesystem provides in dry racing conditions (where there is a relativelygreat amount of adhesion or friction with the dry or slick tires), isnonexistent in the rain. In such situations, it is better to not havethe front of the car loaded so heavily. The ratio needs to be biased tomore rear braking. This enables the rear brakes to provide more of thedeceleration, relative to the dry conditions, and also enables the frontwheels to be able to steer and not lose traction in the rain quite aseasily. In other words, this enables the race car to stop using morerear brake and the car to turn the car using the front brakes.

More specifically, in this illustrated example, brake bias adjustmentknob assembly 4080 includes twelve brake bias indication numbers on theside wall and front face of the cover plate or housing 4400 for the 360°of rotation as generally illustrated in FIGS. 20A, 20B, and 20C. Thisexample brake bias adjustment knob assembly 4080 includes: (a) a ringgear 4500; (b) an actuation gear 4130 extending from the knob 4100; (c)a compound gear 4560; and (d) an idler gear 4600. The ring gear 4500 has70 teeth. The actuation gear 4130 has 14 teeth. The first gear of thecompound gear 4560 has 24 teeth and the second gear of the compound gearhas 10 teeth. The idler gear 4600 has 10 teeth. In this exampleembodiment, the 12 to 1 ratio provides a second different rotation speedthe cover plate 4400 which is slower than the rotation speed of thecover plate of the embodiment of FIGS. 19A, 19B, and 19C, and which isstill faster than the rotation speed of the even slower 16 to 1 ratiocover plate described above and below. Depending upon the car and theinstallation, (a) brake bias indication number 0 can represent the mostfront brake bias and brake bias indication number 11⅚ can represent themost rear brake bias; or (b) brake bias indication number 0 canrepresent the most rear brake bias and brake bias indication number 11⅚can represent the most front brake bias. As mentioned above, it shouldalso be appreciated that one or more separate indicators (such as one ormore labels, stickers, or decals) can be employed on the dashboard toprovide one or more indications of the respective symbol as the coverplate 4400 turns.

Another example embodiment of the brake bias adjustment knob assembly ofthe present disclosure which is used above as a primary example is theratio of 16 to 1 as generally illustrated in FIGS. 21A, 21B, and 21C.This embodiment with sixteen brake bias indication numbers on the sidewall and front face of the cover plate or housing 5400 eliminates theneed for the driver to try to figure out the exact setting. In manysituations, this configuration can be used in the cars driven bybeginner road racing drivers. Often the cars driven by these drivers arenot very skilled or simply are new to driving a race car and the driversdo not have extensive experience with which way to adjust the brakebias. In various situations, this configuration may be more for a hobbyclass of driver, where having a slower outer ratio will be probably morein keeping with the nonprofessional race car driver.

More specifically, in this illustrated example, brake bias adjustmentknob assembly 5080 includes sixteen brake bias indication numbers on theside wall and front face of the cover plate or housing 5400 for 360° ofrotation as generally illustrated in FIGS. 21A, 21B, and 21C. Thisexample brake bias adjustment knob assembly 5080 includes: (a) a ringgear 5500; (b) an actuation gear 5130 extending from the knob 5100; (c)a compound gear 5560; and (d) an idler gear 5600. The ring gear 5500 has80 teeth. The actuation gear 5130 has 14 teeth. The first gear of thecompound gear 5560 has 28 teeth and the second gear of the compound gearhas 10 teeth. The idler gear 4600 has 14 teeth. In this exampleembodiment, the 16 to 1 ratio provides a third different slower rotationspeed for the cover plate 5400 such that its spins slower than theembodiments of FIGS. 19A, 19B, and 19C, and FIGS. 20A, 20B, and 20C.Depending upon the car and the installation, (a) brake bias indicationnumber 0 can represent the most front brake bias and brake biasindication number 15¾ can represent the most rear brake bias; or (b)brake bias indication number 0 can represent the most rear brake biasand brake bias indication number 15¾ can represent the most front brakebias. As mentioned above, it should also be appreciated that one or moreseparate indicators (such as one or more labels, stickers, or decals)can be employed on the dashboard to provide one or more indications ofthe respective symbol as the cover plate 5400 turns.

It should also be appreciated that certain forms of race cars race ondirt or clay tracks. These tracks, as opposed to asphalt tracks,actually change consistency and friction from the practice laps early inan evening to the final race which can be held many hours later. As thesun no longer heats these racetracks, the friction characteristicschange, sometimes dramatically. The ability of a driver to note wherethe brake bias of these race car was set early in an evening during timetrials versus the last race can assist the driver with the finiteknowledge of exactly where the bias was set front to rear on the brakes.

It should also be appreciated that certain forms of race cars bias thebrakes from left to right for the front wheels. Anyone of the threeratios noted above can be used based on the preference of a driver,which further enables the driver to keep notes and have a referencepoint for adjustments to start with and adjustments made during acompetition or practice.

It should further be appreciated that certain forms of race cars competein what is called “drifting” competitions. These types of race cars needto have a brake bias which will shift the brake pressure at the rearwheels suddenly in order to create the car rotation and slide the rearend of the race car in the desired direction. This brake bias adjusterdevice of the present disclosure with any of the three described ratioscan be optimized for drifting competition with clear readout to thedriver. This enables a driver to keep notes of the best optimumperformance. It also enables the driver to change the brake bias settingto optimize the requirements of the performance and provide knowledge asto where to reset the brakes to for the next phase of competition.

It should be appreciated that the above example numbering and gearingconfigurations as well as other suitable numbering and gearingconfigurations can be employed or selected based on the race car, therace track, the type of racing, the race conditions, and the race cardriver experience level.

It should be appreciated that the numbering and gearing configuration ofbrake bias adjustment knob assembly of the present disclosurecorresponds on a predefined basis to the threaded shaft of the brakebiasing mechanism as explained above. For example, many known brake biasbrake pedal assemblies have threaded shafts with have sixteen turns perinch. The brake bias adjustment knob assembly of the present disclosurecan be configured to be coordinated with the number of turns on theshaft.

It should also be appreciated that the smaller numbering systems (withless numbers) can also facilitate even smaller knobs. Such smallerversions may also be useful in certain new installations such as forformula race cars (such as an Indy formula race car) which has a muchsmaller dashboard than a stock race car.

It should further be appreciated that the brake bias adjustment knobassembly of the present disclosure can be configured to have a fast spinknob that enables the driver to spin the knob relatively quickly. Thiscan be used for dirt race cars (and others) to actually enable a veryfast change the brake bias (such as multiple changes several times alap).

More specifically, turning now to FIGS. 22 and 23, one exampleembodiment of a rapid or fast spin knob 6100 of the brake biasadjustment knob assembly of the present disclosure is illustrated. Inthis embodiment, the knob 6100 has a knob body 6110 having an exteriorstructure which includes an upper portion 6114 and a base or lowerportion 6112 connected to the upper portion 6114. The upper portion 6114has a plurality of protrusions 6116 and defines a plurality ofindentations 6118 which facilitate gripping of the knob 6110 by thedriver. The knob 6100 includes a gear (not shown extending from thelower portions (identical or similar to the gear show in FIGS. 14A, 14B,and 14C or 19C, 20C, and 20B). This illustrated knob 6100 has two setscrew receiving channels (such as channel 6140) that respectively enableset screws (not shown) to be used to attach the knob 6100 to the end(not shown) of the connection cable (not shown) and for easy calibrationof the knob 6100 relative to the connection cable. This also enables thedriver (or a mechanic) to initially set the neutral position, or aposition number that corresponds to either full front brakes or fullrear brakes. The knob body of the knob 6100 also includes an interiorstructure (not shown) which defines a central cylindrical hole (notshown) configured to receive the end (not shown) of the connection cable(not shown).

The knob 6100 includes a generally L-shaped handle 6170 which includes amounting arm 6172 and an actuation arm 6174. The mounting arm 6172 isconfigured to be received by an arm receiving channel 6150 extendingtransversely through the knob body 6110 and held in place by at leastone and preferably by a plurality of fasteners such as locking pins6184, 6186, and 6188. The locking pins 6184, 6186, and 6188 respectivelyextend through apertures 6154, 6156, and 6158 in the top of the knobbody 6100 and through apertures 6174, 6176, and 6178 in the mounting arm6172 to secure mounting arm 6162 of the L-shaped handle 6170 in and tothe knob body 6110. The knob 6100 further includes a cylindrical sleeve6190 rotatably secured to the actuation arm 6174 of the handle 6170 by asuitable fastener such as locking ring 6192.

The knob body 6100 in this illustrated embodiment is made from asuitable molded plastic. However, it should be appreciated that the knobbody can be made from other suitable materials and in any suitablemanner. It should also be appreciated that the knob body can be of othersuitable configurations and sizes.

The handle 6170 is this illustrated embodiment is made from a suitablemetal. However, it should be appreciated that the handle can be madefrom other suitable materials and in any suitable manner. It should alsobe appreciated that the handle can be of other suitable configurationsand sizes.

The sleeve 6190 in this illustrated embodiment is made from a suitablemolded plastic. However, it should be appreciated that the sleeve can bemade from other suitable materials and in any suitable manner. It shouldalso be appreciated that the sleeve can be of other suitableconfigurations and sizes.

The configuration of this embodiment enables a driver to grip the sleeve6190 and thus the handle 6170 and quickly spin the knob body 6110 andthus the knob 6100. This configuration functions to a certain degreelike a crank. This configuration is configured for relatively fast ratiorequirements such as dirt racing. This accounts for many possiblevarying race track and race conditions. For example, dirt tracks maychange substantially from the beginning of a race to the end of thatrace (as opposed to pavement or asphalt tracks which typically do notexperience such changes unless it rains).

The present disclosure further contemplates a knob assembly with a gearratio that's faster so the cable or shaft turns at a different speedthan the knob (such as twice as fast as the rotation of the knob). Thisis needed in situations where the driver needs to be able tosubstantially change the brake ratio quickly. This can be used, forexample, in dirt type racing on oval tracks, in rally racing, indrifting competitions, on certain hilly race tracks, or in race circuitswhere braking forces to the rear wheels need to be reduced if brakingdown hills.

Referring now to FIG. 24, in one example embodiment, the presentdisclosure contemplates an alternative knob assembly with a gear ratioin which one full rotation of the knob causes two full rotations of thecable or shaft. In this illustrated example, the brake bias adjustmentknob assembly 6080 includes: (a) a ring gear 6500; (b) an actuation gear6130 extending from the knob (not shown in FIG. 24); (c) a compound gear6560; (d) an idler gear 6600; and (e) a shaft rotation gear 6700. Inthis alternative embodiment, the actuation gear 6130 is not directlyconnected to the cable or shaft, but the shaft rotation gear 6700 issuitably connected to the cable or shaft (not shown in FIG. 24). In thisalternative embodiment, the actuation gear 6130 causes the shaftrotation gear 6700 to rotate. Since the shaft rotation gear 6700 isconnected to the cable or shaft (not shown), this causes the cable orshaft to rotate. In this example embodiment, the actuation gear 6130 istwice as large as the shaft rotation gear 6700, and thus one fullrotation of the knob (which is connected to the actuation gear 6130)causes two full rotations of the shaft rotation gear 6700 (which isconnected to the cable or shaft) and thus two full rotations of thecable or shaft. It should be appreciated that various alternative waysof causing the cable or shaft to rotate at a different speed than theknob can be employed in accordance with the present disclosure

The present disclosure further contemplates that the cover plate orfaceplate may include cut-outs of one or more of the symbols such as thenumbers. In certain such embodiments, one or more lights such as LEDlights can be positioned inside the cover plate to display the symbolsor numbers. This can be in addition to or instead of the labels ordecals as described above. Additionally, the label can be attached tothe cover plate before the cut-outs are made such that the cutouts arealso formed in the label.

Referring now to FIG. 25, in one example embodiment, the presentdisclosure contemplates an alternative knob assembly 7080 including alight source such as LED 7090 and a cover plate 7400 having acylindrical cover plate body having a downwardly extending cylindricalside wall 7520 and an inwardly extending cylindrical front or top wall7530. The front or top wall 7530 of the cover plate 7400 includes aplurality of the brake bias indication symbols in the form of lasercut-outs which enable light from the light source 7090 to pass throughthe cover plate to indicate the amount, if any, of front or rear brakebias to the driver. The side wall 7520 of the cover plate 7400 can alsoor alternatively be marked with indications symbols that are in the formof laser cut-outs which enable light from the light source 7090 to passthrough the cover plate to indicate the amount of brake bias to thedriver. It should be appreciated that the light source can be attachedto the dashboard of the race car adjacent to the end of the cable orshaft or be otherwise suitably positioned and powered.

The present disclosure further contemplates that the knob may bealternatively configured to provide for different gripping functions fordifferent forms of racing. FIGS. 26, 27, 28, 29, 30, 31, and 32illustrate one alternative knob 8100. FIGS. 33, 34, 35, 36, 37, 38, and39 illustrate another alternative knob 9100.

It should further be appreciated that the present disclosurecontemplates that one or more suitable bearings such as suitable plasticbearing may be employed in any of the embodiments of the brake biasadjustment knob assembly.

It should be understood that modifications and variations may beeffected without departing from the scope of the novel concepts of thepresent disclosure, and it should be understood that this application isto be limited only by the scope of the appended claims.

The invention claimed is:
 1. A vehicle braking system brake biasadjustment knob assembly for a vehicle braking system brake biasadjuster for a pedal assembly of a vehicle braking system of a vehicle,said vehicle braking system brake bias adjustment knob assemblycomprising: a knob connectable to a connection cable of the vehiclebraking system brake bias adjuster to enable a driver of the vehicle toset each one of a plurality of different amounts of a first brake bias,each one of a plurality of different amounts of a second brake bias, andno amount of first brake bias and no amount of second brake bias; ahandle connected to the knob, the handle including a mounting armconnected to the knob, an actuation arm connected to the mounting arm,and a sleeve rotatably connected to the actuation arm; a cover platehaving at least one wall simultaneously displaying a plurality ofdifferent brake bias indication symbols that are continuously viewableand configured to correspond to the plurality of different amounts offirst brake bias, the plurality of different amounts of second brakebias, and the no amount of first brake bias and no amount of secondbrake bias; a spring; a ball bearing; and a mounting plate defining aplurality of detents; wherein the knob, the spring, the ball bearing,and the mounting plate are configured: (a) to be assembled such that thespring and the ball bearing are positioned between the knob and themounting plate, and (b) to be assembled such that the spring biases theball bearing against the plurality of detents in a sequence when theknob is rotated, and wherein the knob and the cover plate areconfigured: (a) to be assembled such that rotation of the knob causesrotation of the cover plate, (b) to be attached to the connection cableto enable reproducible setting of brake bias between two brake cylindersof the vehicle braking system, (c) to indicate the setting of the brakebias between the two brake cylinders of the vehicle braking system, and(d) to provide a designated rotation speed for the cover plate whichcorresponds to a designated rotation speed of the cable.
 2. The vehiclebraking system brake bias adjustment knob assembly of claim 1, whereinthe designated rotation speed for the cover plate is one of a firstrotation speed, a second slower rotation speed, and a third even slowerrotation speed.
 3. The vehicle braking system brake bias adjustment knobassembly of claim 2, wherein the plurality of different brake biasindication symbols correspond to the first designated rotation speed forthe cover plate.
 4. The vehicle braking system brake bias adjustmentknob assembly of claim 2, wherein the plurality of different brake biasindication symbols correspond to the second designated rotation speedfor the cover plate.
 5. The vehicle braking system brake bias adjustmentknob assembly of claim 2, wherein the plurality of different brake biasindication symbols correspond to the third designated rotation speed forthe cover plate.
 6. The vehicle braking system brake bias adjustmentknob assembly of claim 1, wherein the different brake bias indicationsymbols are sequential numbers.
 7. The vehicle braking system brake biasadjustment knob assembly of claim 1, wherein the different brake biasindication symbols are sequential numbers and which includes divisionsbetween the numbers noted with markings.
 8. The vehicle braking systembrake bias adjustment knob assembly of claim 1, wherein the knobincludes a knob body connected to the handle.
 9. The vehicle brakingsystem brake bias adjustment knob assembly of claim 8, wherein the knobbody includes a lower portion and an upper portion.
 10. The vehiclebraking system brake bias adjustment knob assembly of claim 8, whereinthe mounting arm extends through the knob body.
 11. The vehicle brakingsystem brake bias adjustment knob assembly of claim 8, wherein themounting arm is connected to knob body.
 12. The vehicle braking systembrake bias adjustment knob assembly of claim 1, wherein the actuationarm extends transversely from the mounting arm.
 13. A vehicle brakingsystem brake bias adjuster comprising: (a) a biasing mechanismattachable to a pedal assembly of a vehicle; (b) a connection cableattachable at one end to the biasing mechanism; and (c) a brake biasadjustment knob assembly attachable to a dashboard of the vehicle, saidbrake bias adjustment knob assembly including: a knob connectable to theconnection cable to enable a driver of the vehicle to set each one of aplurality of different amounts of a first brake bias, each one of aplurality of different amounts of a second brake bias, and no amount offirst brake bias and no amount of second brake bias; a handle connectedto the knob, the handle including a mounting arm connected to the knob,an actuation arm connected to the mounting arm, and a sleeve rotatablyconnected to the actuation arm; a cover plate having a wallsimultaneously displaying a plurality of different brake bias indicationsymbols that are continuously viewable and configured to correspond tothe plurality of different amounts of first brake bias, the plurality ofdifferent amounts of second brake bias, and the no amount of first brakebias and no amount of second brake bias; a spring; a ball bearing; and amounting plate defining a plurality of detents; wherein the knob, thespring, the ball bearing, and the mounting plate are configured: (a) tobe assembled such that the spring and the ball bearing are positionedbetween the knob and the mounting plate, and (b) to be assembled suchthat the spring biases the ball bearing against the plurality of detentsin a sequence when the knob is rotated, and wherein the knob and thecover plate are configured: (a) to be assembled such that rotation ofthe knob causes rotation of the cover plate, (b) to be attached to theconnection cable to enable reproducible setting of brake bias betweentwo brake cylinders of the vehicle braking system, (c) to indicate thesetting of the brake bias between the two brake cylinders of the vehiclebraking system, and (d) to provide a designated rotation speed for thecover plate which corresponds to a designated rotation speed of thecable.
 14. The vehicle braking system brake bias adjuster of claim 13,wherein the designated rotation speed is one of a first rotation speed,a second slower rotation speed, and a third even slower rotation speed.15. The vehicle braking system brake bias adjuster of claim 14, whereinthe plurality of different brake bias indication symbols correspond tothe first designated rotation speed of the cover plate.
 16. The vehiclebraking system brake bias adjuster of claim 14, wherein the plurality ofdifferent brake bias indication symbols corresponding to the seconddesignated rotation speed of the cover plate.
 17. The vehicle brakingsystem brake bias adjuster of claim 14, wherein the plurality ofdifferent brake bias indication symbols correspond to the thirddesignated rotation speed of the cover plate.
 18. The vehicle brakingsystem brake bias adjuster of claim 13, wherein the different brake biasindication symbols are sequential numbers.
 19. The vehicle brakingsystem brake bias adjuster of claim 13, wherein the different brake biasindication symbols are sequential numbers and which includes divisionsbetween the numbers noted with markings.
 20. The vehicle braking systembrake bias adjuster of claim 13, wherein the knob includes a knob bodyconnected to the handle.
 21. The vehicle braking system brake biasadjuster of claim 20, wherein the knob body includes a lower portion andan upper portion.
 22. The vehicle braking system brake bias adjuster ofclaim 20, wherein the mounting arm extends through the knob body. 23.The vehicle braking system brake bias adjuster of claim 20, wherein themounting arm is connected to knob body.
 24. The vehicle braking systembrake bias adjuster of claim 13, wherein the actuation arm extendstransversely from the mounting arm.
 25. A vehicle braking system brakebias adjustment knob assembly for a vehicle braking system brake biasadjuster for a pedal assembly of a vehicle braking system of a vehicle,said vehicle braking system brake bias adjustment knob assemblycomprising: a knob configured to be connected to a connection cable ofthe vehicle braking system brake bias adjuster to enable a driver of thevehicle to set each one of a plurality of different amounts of a firstbrake bias, each one of a plurality of different amounts of a secondbrake bias, and no amount of first brake bias and no amount of secondbrake bias; a ring gear having at least one wall displaying a pluralityof different brake bias indication symbols and configured to correspondto the plurality of different amounts of first brake bias, the pluralityof different amounts of second brake bias, and the no amount of firstbrake bias and no amount of second brake bias; a spring; a ball bearing;and a mounting plate comprising a plurality of detents; wherein theknob, the spring, the ball bearing, and the mounting plate areconfigured: (a) to be assembled such that the spring and the ballbearing are positioned between the knob and the mounting plate, and (b)to be assembled such that the spring biases the ball bearing against theplurality of detents in a sequence when the knob is rotated, and whereinthe knob and the ring gear are configured: (i) to be assembled such thatrotation of the knob causes rotation of the ring gear, (ii) to beattached to the connection cable to enable reproducible setting of brakebias between two brake cylinders of the vehicle braking system, (iii) toindicate the setting of the brake bias between the two brake cylindersof the vehicle braking system, and (iv) to provide a designated rotationspeed for the ring gear which corresponds to a designated rotation speedof the cable.
 26. The vehicle braking system brake bias adjustment knobassembly of claim 25, wherein the spring biases the ball bearing againstone of the plurality of detents for each time the knob is rotated 90degrees.
 27. The vehicle braking system brake bias adjustment knobassembly of claim 25, wherein the knob includes an interior structuredefining a cylindrical hole, and wherein the interior structure isconfigured to receive and hold the spring and the ball bearing.